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A proa or prau (also seen as prahu ) is a type of multihull sailing vessel. While the word proa just means boat in its native language, the term proa in Western languages has come to describe a vessel consisting of two (usually) unequal length parallel hulls. It is sailed so that one hull is kept to windward, and the other to leeward, so that it needs to reverse direction when tacking.
The proa is found in various forms primarily in the Malay Archipelago and the South Pacific, with the most well known examples from the region known today as the Mariana Islands. They were first documented by Western explorers in the 16th century. Traditional proas superficially resemble outrigger canoes, with a buoyant lee hull and a denser, ballasted hull to windward for stability.
The first documented proas to be made in the Western world appeared in the middle 19th century in Europe, ushering in a period of interest in the design. Western builders, working from the drawings and descriptions of explorers, often took liberties with the traditional designs, merging the native designs with Western boatbuilding methods. They often radically changed the layout, so that the only element remaining in common with the traditional proa was the windward/leeward hull arrangement. The modern proa exists in a wide variety of forms, from traditional small proas still raced in the Marshall Islands, to high-tech versions specifically designed for breaking speed-sailing records.
Etymology
The word proa comes from perahu , the word for "boat" in Malay ( paraw in similar Borneo-Philippine languages), which are similar to the Micronesian language group. Found in many configurations and forms, the proa was likely developed as a sailing vessel in Micronesia (Pacific Ocean). Variations may be found as distant as Madagascar and Sri Lanka, as far back as the first century. The vessels go by many names. The use of the term proa in English to refer to the Micronesian craft dates back to at least 1742 (see below).
The native names of the various components of the proa have also entered the jargon of sailing. The main hull of the proa is known as the vaka , the outrigger as the ama , and the outrigger supports as the akas . The terms vaka , ama , and aka have been adopted in Western sailing to describe the analogous parts in trimarans.
Proa characteristics
The defining feature of a proa is that the vessel switches directions when it changes tacks (stern becomes the bow and vice versa), always keeping the same hull to windward for ballast. This operation is referred to as "shunting". The main hull, or vaka, is usually longer than the windward hull, or ama. Crossbeams called akas connect the vaka to the ama. Traditional proa hulls are markedly asymmetrical along their length, and often curved in such a way as to produce lift to counteract the lateral forces of the wind. Modern proa hulls are often symmetrical, and use leeboards for lateral resistance.
There are a number of other vessels that use a similar layout, with uneven hulls and a shunting sails, but are culturally and historically distinct from the proa. Examples of these are the Fijian drua and the Melanesian tepukei .
Size and sail plan
The Micronesian proa is found in a variety of sizes, from the small, canoe-like kor-kor (about 15 feet (4.6 m) in length) to the medium-sized tipnol (20 to 30 feet (6.1 to 9.1 m)), to the tremendous walap , which can be up to 100 feet (30 m) long. There is also a model proa, called a riwuit , that is often raced by children. Proas could be paddled or sailed. The traditional sail used on the proa was the crab-claw sail. The crab-claw sail generates far more lift than the more common triangular sloop rig used on small boats, particularly when reaching. The sloop rig only begins to show an advantage with small angles of attack, such as encountered when close-hauled. This is the result of the higher aspect ratio of the sloop.
The crab-claw sail is something of an enigma. It has been demonstrated to produce very large amounts of lift when reaching, and overall seems superior to any other simple sail plan (this discounts the use of specialized sails such as spinnakers). C. A. Marchaj, a researcher who has experimented extensively with both modern rigs for racing sailboats and traditional sailing rigs from around the world, has done wind tunnel testing of scale models of crab-claw rigs. One popular but disputed theory is that the crab-claw wing works like a delta wing, generating vortex lift. Since the crab claw does not lie symmetric to the airflow, like an aircraft delta wing, but rather lies with the lower spar nearly parallel to the water, the airflow is not symmetric.
This can clearly be seen in Marchaj's wind tunnel photos published in Sail Performance: Techniques to Maximize Sail Power (ISBN 0-07-141310-3). The vortex on the top spar of the sail is much larger, covering most of the sail area, while the lower vortex is very small and stays close to the spar. Marchaj attributes the large lifting power of the sail to lift generated by the vortices, while others attribute the power to a favourable mix of aspect ratio, camber and (lack of) twist at this point of sail.
Sailing the proa
When sailing in a strong wind, the crew of the proa act as ballast, providing a force to counteract the torque of the wind acting on the sail. The weight of the crew can provide considerable torque as they move out along the akas towards the ama. A skilled crew will balance the proa so that the ama leaves the water and skims over its surface; this is called "flying the ama", and gives the proa its nickname, the "flying proa". By flying the ama, the wetted surface, and therefore the drag of the proa is significantly reduced. When combined with the long, narrow shape of the vaka, and the large amount of torque the crew can apply on the akas, this gives the proa its great potential speed.
Historical descriptions of the proa
Vessels that have a bow at either end are found scattered throughout history, with the earliest mention being in Pliny the Elder's Natural History . He describes double-ended vessels being used to transport cargo across the strait at Taprobane, or what is now the Palk Strait between India and Sri Lanka, where the double-ended nature of the vessels allowed them to ferry cargo back and forth without turning around.
The written history of the Micronesian proa began when it was recorded after encounter by European explorers in the Micronesian islands. The earliest written accounts were by Antonio Pigafetta, an Italian who was a passenger on Ferdinand Magellan's 1519—1522 circumnavigation. Pigafetta's account of the stop at approximately 146 E, 12 N, (the Mariana Islands, named the Ladrones by Magellan's men), describes the proa's outrigger layout, and ability to switch bow for stern, and also notes the proa's speed and maneuverability, noting, "And although the ships were under full sail, they passed between them and the small boats (fastened astern), very adroitly in those small boats of theirs." Pigafetta likened the proa to the Venetian fisolere , a narrow variety of gondola; this was an apt comparison due to both the long, thin shape and asymmetric nature of single-oar gondolas.
During his 1740—1744 circumnavigation, Lord Anson also saw the proa. His fleet captured one in 1742, and Lt. Peircy Brett of the HMS Centurion made a detailed sketch of the proa. Rev. Richard Walter, chaplain of the HMS Centurion , estimated the speed of the proa at twenty miles per hour (32 km/h). Since Pigafetta's account was not fully published until the late 18th century (though finished in 1525), the accounts from Anson's voyage were the first about the proa for most literate Europeans.
Construction
Scholars believe the proa evolved from the dugout canoe, one of the oldest watercraft and found in primitive cultures across the world. The design of the proa hints at its evolution from a canoe into the world's fastest sailboat. It likely held this position for many centuries.
Vaka (main hull)
The traditional Micronesian proa hull consists of a single long keel made of a single large log constructed much like a dugout canoe. It is extended upwards with sewn planks, to provide additional depth to the hull. The windward side of the hull is curved, similar to a typical canoe, while the lee side is straight and flat to minimize leeway while sailing.
Ama (outrigger)
Adding a sail to a narrow hull like a canoe is a dangerous proposition, especially given the lack of dense materials like lead that can be used in a ballasted keel to counter the heeling moment of the sail. Attaching two dugout canoes together to form a catamaran hull provides stability, but this is an expensive operation. For men using nothing but f
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